Cooling arrangement for motor-boat engines.



A. S. MORGAN. v 000mm ARRANGEMENT FOR MOTOR BOAT ENGINES.

APPLICATION FILED APR. 26, 1910.

968,385. Patented Aug. 23, 1910.

Zizwezz Z02 UNITED STATES PATENT oFFIcE.

ALIBERT S MORGAN, OF WINFIELD, WEST VIRGINIA.

COOLING ARRANGEMENT FOR MOTOR-BOAT ENGINES.

Specification of Letters Patent.

Patented Aug. 23, 1910.

Application filed April 2e, 1910. Serial No. 557,657.

To all whom it may concern:

Be it known that I, ALBERT S. MORGAN, a cltlzen of the United States,residing at Winfield, in the county of Putnam and State of WestVirginia, have invented new and useful Improvements in CoolingArrangements for Motor-Boat Engines, of which engine; that it providesfor leakage of water into the engine pit, the collected moistureinterfering with the service of the electrical connections; and that incold weather the moisture adhering to the movable parts becomes frozenand interferes with the operation of the pump, thus necessitating aprellmlnary application of heat, either by using hot water or by thedirect application of a flame, where hot water is not available.

The present invention overcomes the foregoing dlsadvantages incident toa pumping system by an arrangement in which provis1on 1s made for anatural circulation of the cool ng water, that is, a circulation whichls-eflected by the utilization of a law or lawsiof nature and not by theuse of some added mechanical arrangement.

An illustration of the invention is illustrated 1n the accompanyingdrawings, wherein Figure 1 is a side elevation of a motor boat with itscentral portion broken away to 1llustrate the engine and its circulationad uncts, the engine being shown in section; Fig. 2 1s a detaillongitudinal sectional view showing a specially constructed connectionwhich is fitted in the bottom of the boat and to which the circulationpipes are joined;

The engine, designated by the numeral is suitably positioned in the hull2 abovethe which the boat is driven. circulation may be-rapid and at thesame water line and its cylinder is provided with the usual surroundingwater jacket 3.

The means for inducing a natural "circuliTOIl of water through thejacket 3 comprises a pair of pipes, as 4 and 5, and their, adjuncts. Theplpes 4 and 5 are arranged in a specifically novel manner, the pipe 4being an inflow pipe and the pipe 5 being an outflow pipe. The saidpipes, extend from the bottom of the hull 2 to their points ofcommunication with the jacket 3 and are in communicationwith the body ofwater through In order that the time proportionate to the speed ofztheengine, the open lower end of. the pipe 4 points forwardly in adirection parallel to the longitudinal axis of the hull and the openlower end of the pipe 5 "points rearwardly in a "imil-ar'direction. Bysovarranging the open ends of the pipes 4 and '5, when the boat is inmotion a forcing or pressure influence is obtained at the open end ofthe pipe 4 and a suction influence is obtained at the open end of thepipe 5.

For the sake of compactness it is preferred to have the lower ends ofthe pipes 4 and .5 in closely associated relation "and an advantageousadjunct for this purpose comprises a plate, as 6, which is secured tothe floor of the hull and which is fitted over an opening in said floorand is provided on its upper face with nipples, as 7 and 8, the formerreceiving the end of the pipe 4 and the latter receiving the end of thepipe 5. These nipples extend in opposite directions and are madecontinuous with inflow and outflow channels, as 9 and 1.0, respectively,these channels being disposed on the under side of the plate 6 andpointing in opposite directions. As a matter of convenience the plate 6and nipples 7 and 8 and the channels 9 and 10 are made integral. Thepipes 4 and 5 communicate with the jacket 3 at any suitable point. It ispreferred thatone of said pipes communicate with the highest point ofthe jacket and that theother pipe which is provided with a controllingv'alve,

as 12, fitted in an air tight manner and with a filling cup, as 13. Thepipes 4 and 5 at their lower ends and closely adjacent the nipples 7 and8, are provided with gate valves 14 and 15, respectively.

In use, assuming that all the valves are open, the circulation system isprimed by closing the valves 14 and 15 and by pouring water into thejacket 3 through the filling cup 13 until the jacket/ is filled,whereupon the valve 12 is closed and the valves 14 and 15 are opened.Since the lower ends of the pipes 4 and 5, or more correctly, thechannels 9' and 10, are submerged in the water and since the valve 12 isclosed, so as to prevent access of air to the jacket 3, the water pouredinto said jacket will not drain out the arrangements which employmechanic-- tion.

by gravity, but will remain at the height aforesaid. The valves 14 and15 having been opened as above set forth, when the engine is runningandthe boat is consequently moving, a natural circulation of waterthrough the cooling system is effected, this circulation being due tothe pressure influence at the mouth of the pipe 4: and to the suctioninfluence at the mouth of the pipe 5, both of these influences being anincident of the forward movement of the boat,

should be reversed, the pipe 5 becomes the inflow pipe and the pipe 4becomes the outflow pipe.

The advantages of the aforesaid system and means of circulation arenumerous. Among theseadvantages may be mentioned that all movable partsare eliminated and no power is taken from the engine to eflect thecirculation. upon the floor of the boat as an inci ent of thecirculation of the cooling water as in ally operated adjuncts to effectthe circula- The operation of the system isnot affected by extreme coldfor the reason that the system may be efliciently drained and that incase any" water remaining in the jacket should become frozen the thawingof this frozen water is accomplished by the natural heat developed bythe engine. The

. circulation-is rapid and not sluggish and is It is also noiseless.

commensurate with the speed of the engine.

The parts are not affected by grit as is the casewith the ordinarypumping arrangement. No particular No moisture is de osited;

R .x,,- design of engine is required nor is it necesa sary to remodelthe hull or to have a hull of special construction. The circulation adjuncts may be as readily applied to old engines as to new. I The engineis disposed in any convenient position proper for the balancing oftheboat, above the waterline.

Withal, the system is one. which may be supplied and installed at thelowest ossible cost; which has the maximum of e 'ciency;

and which embodies no movable parts liable to wear or breakage or to beafiected' by weather conditions. Once installed, its life is coextensivewith the life of the engine.

Having fully described my invention, I claim:

1. The combination with a hull and an engine disposed in the hull andhaving a jacket above the water line, of an inflow pipe and an outflowpipe communicating with the jacket and with the exterior of the hull,the end of the inflow pipe pointing forwardly in a direction parallel tothe longitudinal axis of the hull and being submerged in the watersurrounding the hull, an air admission valve for the jacket and a valvein at least one of said pipes.

2. The combination with a hull and an engine disposed in the hull andhaving a 1 jacket above the water line, of an inflow pipe and an outflowpipe communicating with the jacket and with the exterior of the hull,the ends of said pipes being submerged in the Water surrounding the hulland the end of the outflow pipe pointing rearwardly in a directionparallel to the longitudinal axis of the hull, an air admission valvefor the jacket and a valve in at least one of said pipes.

3. The combination with a hull and an engine disposed in the hull andhaving a jacket above the water line, of an inflow pipe and an outflowpipe communicating with the jacket and with the exterior of th hull atpoints below the water line, the end of the inflow pipe pointingforwardly in the direction of the longitudinal axis of the hull andthe'end of the outflow pipe pointing rearwardly in the direction of thelongitudinal axis of the hull, an air admission valve for the jacket andavalve in at least one of said pipes.

4. The combination with a hull and an engine disposed in the hull andhaving a jacket above the water line, of an inflow pipe and an outflowpipe communicating with 'the jacket and a plate fitted in a wall ofthehull and having means for putting the ends of said ipes in.communication with the eX- terior of the hull below the waterline.

5. The combination with a hull and an engine disposed in the hull andhaving a jacket above the water line, of an inflow pipe and anoutflowpipe communicating with the jacket and a plate fitted in the floor ofthe eeas's receive the ends of said pipes and forwardly and rearwardlydirected open-ended channels on its under side, communicating with therespective nipples.

6. The combination with a hull and an engine disposed in the hull andhaving a jacket above the water line, of an inflow pipe and an outflowpipe communicating with the jacket and with the exterior of the hullbelow the water line, valves provided in said pipes, and an airadmission valve for the jacket.

7. The combination with a hull and an engine disposed in the hull andhaving a jacket above the water line, of an inflow pipe and an outflowpipe communicating with the jacket and with the exterior of the hullbelow the water line valves provided in said pipes, an air admissionvalve for the jacket, 20

and a filling cup associated with the air admission valve and having itscommunication with the jacket controlled by said valve.

In testimony whereof I have hereunto set my hand in presence of twosubscribing wi-t- 25 nesses. v

ALBERT S. MORGAN.

Witnesses:

JOHN MORGAN, J. M. C RNY.

